Gyroscopically controlled elevator system



May 16, 1950 c. R. HANNA 2,508,158

CYROSCOPICALLY CONTROLLED ELEVATOR SYSTEM Filed Jan. 29, 1949 2 Sheets-Sheet 1 Insulation lnsuluiion Fig.2.

' INVENTOR y/7/ /7 Clinton R. Hanna. 2 53 4/, Fig.4. BYZQZGGZ'WM/ ATTORNFY May 16, 1950 c. R. HANNA GYROSCOPICALLY CONTROLLED ELEVATOR SYSTEM 2 Sheets-Sheet 2 Filed Jan. 29, 1949 Fig.6A {NVENTOR glimon R. Hanna.

ATTORNEY Patented May 16, 1950 UNITED STATES PATENT ()FFICE GYROS'COPICALLY CONTROLLED ELEVATOR SYSTEM Application January 29, 1949, Serial No; 73,483

29 Claims.

This invention relates'to' systems for controlling motors and it has particular relation to elevator system's having adjustable speed regulators.

Speed regulating systems are employed widely for'controlling the'speed of motors. Inasmuch as the invention is particularly suitable for controllingthe speed of motors employed formoving elevator cars, it will be discussed principally in connection with. an elevator system.

Anuniber of factors influence the selection of a speed regulating system for elevator cars. If the elevator-system is'ofthe automatic landing type,the speed -'regulation'thereof must be suflicientlyiaccurate'topermit'theelevator car to be brought'to a stop accurately at'a desired landin'g'. In 'sucha system designed forhigh speed operation theelevator'car'normally is operated at a'relatively high running speed and is brought to a low landing speed-as it approaches a-landing at which a stop is to be made; As a specific example, the reduction'in speed of the elevator car mayv be initiated a predetermined distance from the desired landing.

For efficient operation the reduction in speed of theelevatorcar asit approaches a desired landingsliould be as rapid as possible; However, thepatterri of speed reduction must-be-sele'cted to avoid discomfort 'to passengers carried by the elevator car."

Since accurate landing-requires extremely accurate spee'd" regulation of "the elevator car at a low landing speed, the control'systemshould havesubstantial sensitivity at the lowspeed'. As a specific example, an elevator-motor in agearless elevator system may operate at a rate of the order'of one'revolution per minute as the elevator car nearsa landing at which itisto'stop. Furthermore, a controlsystemshould have a fast response to assure efiicient operation of the system; Thisisparticularly desirable for elevator systems of the leveling-type.

In accordance'w'ith the invention; a-gyroscope is 'employed for controlling the speed of an elevator car. The gyroscope may be of therate 'or restrained type which is provided with an adjustable bias for the purpose of adjusting the speed ofthe associated elevator car.

Forstable operation of the gyroscopic' control of the elevatorcar, it is desirable that the'bias' Of lih gyroscope be controlled inaccordance with" the acceleration of the elevator oar. To this eridy afipreferr'ed embodiment of the invention contemplates' the modification of the bias acting on the gyroscope in accordance. with-the rate of change of counterelectromotive force of theelevator motor.

accordance with the counterelectromotive-force of a direct-current-elevator motor. The secondary winding of the transformer-is connected to modify the bias of the gyroscope.

It is therefore an'object-of the invention to provide an improved gyroscopicallycontrolled motor system.

It is a further object of'theinvention to-provide an elevator system wherein the speed of an elevator car is regulated'bya gyroscope.

It is a further object of the invention to provide'anautomatic landing elevator system where-' in the speed of'an elevator car is varied from a running "to a landing speed under the control of a restrained gyroscope.

It isan additional object of the invention to provide an elevator system wherein the speed of an elevator car is controlled by-a restrainedgyroscope and wherein the bias of thegyroscope is modifiedinaccordance with the rate of change of the'speed of the elevator car.

It is a still further object of the invention to provides. variable-voltage motor-control system- ;junction with the accompanyin drawings, in

which Figure 1 is aview in'sideelevation with parts broken away of a motor having a gyroscopic unit I associated therewith in accordanlce with the invention;

Fig. 2 is a view in end elevation with parts removed and-parts'broken away of the gyroscopic unit illustrated in Fig. 1;

Fig. 3-is a "detail view in bottom plan of acon- :tact assembly'employed in the gyroscopic unit taken along the line III--II-I of Fig. 1;

Fig. 4 is a detailview in section of a solenoid' assembly employed in the gyroscopic unit taken on the line IVIV of Fig. 1;

Fig. 5 is a schematic view of a motor control systemembodying the invention;

Fig. 6 is a-schematic view of anelevator system embodying the invention, the circuits in Fig. 6 being shown in' straight line form;

Fig. 6A is a keydiagram showing relays and In the preferred embodi-' ment of the invention, a transformer has its primary winding connected for energization inswitches employed in the schematic view of Fig. 6; and

Fig. '7 is a view in elevation with parts broken away showing a portion of an elevator car and hoistway suitable for the system represented by the schematic view of Fig. 6.

Referring to the drawings, Fig. 1 shows a. motor I which is represented by a portion of its shaft la. The end of the shaft la has secured thereto by cap screws 3 a plate 5 to which a gyroscopic unit I is secured by means of a bolt 9.

Since the gyroscopic unit 1 rotates with the motor shaft and since it requires connections to external electrical circuits, a plurality of conductive slip rings II are positioned about the bolt 9. These slip rings are insulated from each other by means of insulating discs I3 which may be constructed of mica or other suitable insulating material. Conveniently, the slip rings may be insulated from the bolt 9 by means of an insulating sleeve l4. The gyroscopic unit I also includes a bed plate I5 which, together with the slip rings, is secured to the plate by means of the bolt 9.

The gyroscopic unit comprises a gyro wheel l! which is mounted for rotation about an axis AA (Fig. 2) in any suitable manner. The axis AA commonly is referred to as the spin axis of the gyro wheel. In the specific embodiment herein illustrated, the gyro wheel I! is of cup formation having a cylindrical rim Ila and an end wall Nb and is constructed of a magnetic material such as steel. A polyphase electrical winding l'lc is nested within the cup-shaped gyro wheel for the purpose of producing a rotating field therein when suitably energized. This rotating fields acts to rotate the gyro wheel about the desired spin axis. If the gyro wheel is constructed of a magnetically-hard steel it will rotate in synchronism with the rotating field produced by the polyphase winding. Hysteresis motors of the foregoing type are well known in the prior art.

The gyro wheel is secured on a shaft l'ld which is mounted for rotation in a cradle i 9. It will be understood that the polyphase winding I la is secured rigidly in any suitable manner to the cradle I9.

The cradle IS in turn is mounted for rotation about an axis BB relative to a U-shaped bracket 2| by means of suitable bearings 23. The BB commonly is referred to as a precession axis. As hereinafter pointed out with greater particularity, the rotation of the cradle l9 about the precession. axis BB may be confined to a small arc.

Referring more particularly to Fig. 1. it will be observed that the U-shaped bracket 2| has its ends attached in any suitable manner, such as by welding, to the bed plate I5. This mounts the gyroscopic unit for rotation with the motor shaft la about the axis CC of the motor shaft. In the terminology of the gyroscopic art the axis CC is referred to as the torque axis. In the embodiment of Figs. 1 and 2 the axes AA, BB and CC all intersect at a common point. The torque and spin axes are perpendicular to the precession axis. Although a small movement about the precession axis is permitted, preferably the spin axis is maintained substantially normal to the torque axis.

Precession of the gyroscope is employed for moving a movable contact into engagement with either of two spaced fixed contacts 21 and 29 (Fig. 3). The fixed contacts 21 and 29 are adjustably secured to a plate 3| of insulating material Which in turn is attached to the bracket 2! in any suitable manner as by means of rivets 33. Stops 34 and 35 may be constructed of insu lating material and may be positioned to limit the movement of the movable contact 25 about the precession axis.

As previously pointed out electrical connections to the gyroscopic unit are completed through the slip rings H. To this end, each of the slip rings may be connected to apparatus within the cover la of the gyroscopic unit through a suitable conductor i la. It will be understood that three conductors and three slip rings are provided for the polyphase winding No. One conductor and one slip ring are provided for each of the contacts 25, 2! and 29. Brushes lib are associated with the slip rings in a conventional manner. For example, the brushes iib may be secured to a stationary insulating plate .lc which may be secured to the stator of the motor i. Each of the brushes may be connected as desired to an external circuit.

Precession of the gyroscope is adjustably restrained by means of a solenoid assembly 31. The r straint is introduced through an armature 39 (Fig. l) in the form of a ring of soft magnetic material which is secured to a vane 4 l. The vane i! is secured to the cradle l9 through an arm. lla (Fig. l).

Solenoid coils are provided for biasing the armature 39 in a desired direction about the axis of precession of the gyroscope. As shown in Fig. 4, a soft magnetic core in the form of a bolt 42 is secured within a cup 43 of soft magnetic material. The bolt conveniently may be secured to the end wall 43a of the cup. It will be observed that the head 42a of the bolt 42 is spaced from the rim of the cup 43 to provide an annular air gap for receiving one edge of the armature 39. The bolt 42 or magnetic core is surrounded by windings i5 and 45a which when energized establish a magnetic field. which tends to move the armature 39 towards the left as viewed in Fig. 4. In a similar manner a magnetic core 41 in the form of a bolt, a magnetic cup 49 and windings 5| and 5m are associated with the right-hand edge (as viewed in Fig. 4) of the armature 39. When the coils 5i and 5m are energized the resulting magnetic field attracts the armature 39 toward the right as viewed in Fig. 4. Consequently, by suitable energization of the coils 45, 45a, 5| and 5m the restraint offered to precession of the gyroscope may be adjusted as desired. Connections to the various coils 45, 45a. 5| and 5m may be effected through the slip rings in the manner hereinbefore described for other electrical components. Conveniently, the cups 43 and 49 may be secured to the bracket 2! in any suitable manner by means of cap screws 53.

From the foregoing discussion, it will be understood that the gyroscopic unit is rotated in its entirety about the torque axis CC in accordance with rotation of the motor shaft la. If the gyro wheel is rotating about its spin axis it follows that the gyroscope develops a force of precession which is proportional to the rate of rotation of the motor shaft in. If the force of precession is greater than the opposing resultant force developed by the coils 45, 45a, 5| and 5m, the movable contact 25 is actuated into engagement with one of the fixed contacts. Conversely, if the force of precession is less than the resulting force developed by the coils, the movable contact 25 is actuated into engagement with the other of the fixed contacts.

Inisome 'cases it may be desirable to damp: ro-

tation of the cradle l9 about-theprecessicn axis BBL Such damping may be providedtbymeans of aniairdashpot55which has adashpot cup55a securedto'the bedplate |5. The piston 55b (Fig. 2) ofthedashpot'is securedthrough a resilient wire 55c to a:bracl et 5501; The bracket in turnuis secured to the era-dials.- Since the operation of dashpots is wellknownin the art, further discus- I sion thereof is believed tobe unnecessary. Varions-parts of the-gyroscopic 'unitmay beprotected bysa cover la which is detachably secured to the bedsplate i 5'inanysuitable-manner.

Systems "requiringfthe gyroscopic unit 1 heretoiore describednowwill be discussed. In Fig.-

5 the'motor'i and-the gyroscopic unit 1 are'againillustrated: For convenience in: showing circuit connections the-unit l is'spaced from. the motor;

and the mechanical connection therebetween is illustrated by a 'dottediline. The motor has a field winding If which is connected for energizaticn from asource of direct current represented byiconductors L-l: and L2. These conductors may bee-i energized from. a shunt-connected directcurrent generator'59; The shunt generator has a shunt field 59f which is energized through an adjustable resistor 591'. A conventional voltage regulator 59uisprovided for-controlling the energizat-iomofthe'fieldwinding 59f to-maintain a constant voltage acrossthe conductors Ll, L2. IHrthG'S-{DGClfiC embodiment of Fig. 5 the voltage regulator adjusts the effective resistance value of the resistor 551" tomaintain the desired constant voltage. Y

The motor of Fig. 5-isconnectedin a variablevoltage system: which includes-a direct-current generatorfil. The generator 5| has an armature 6 l A which is connected ina loop-circuit with the armature IA'of the motor I by means of conductors 53 and 63a. A generator field winding 6l'fi is connected for energization fromthe armature 55A of an-excitergenerator- 55.

Theexciter'armatureHBSA and the generator armature :MA are mounted on a common shaft represented'by a-dotted line 61 for rotationat a uniform rate by means-of a conventional motor (not shown) The exciter generator 65 hasasustaining series field winding-65f which is connected in-series-with. the field-winding Elf and the-armature 55A.

The'exciter generator also has two auxiliary field windings and 59a for controlling or-regulating-the resultant field energization of the exciter generator. Each of these auxiliary field windings: has a terminal connected throughsa conductor "H to the conductor L2 The remainingterminal of-the-auxiliary field winding 69 is connected to the fixed contact 21: of the gyroscopic unit 1'. Theremaining terminal of the auxiliary field-windingsea is-connected to the fixed con tact-29 of the gyroscopicunit I.

throughconductor 3 to theconductor Ll.

When one of the windings such as. the auxiliary winding 59, is'energized through the conductors The coils 55=and5| of the gyroscopic unit are The movable contact 25 of 'the-gyroscopic unit is connected LI and L2. The coils and 5| are connectedifor energi-zation through .a-circuit which may be traced from the conductor LI througha resistor 15, a conductor 11, the coil 5|, the coil 45 and a conductor 19 to the conductor L2. The relative energizations of the two coils 45 and 5| is controlled by means of a resistor 8| which is connected betweenthe conductor 19 and a terminal common to the-resistor l5 and the conductor 11.

A: terminal common'to the coils i5and 5| is connected through a winding 83 to an adjustable tap 8|a on the resistor 8|.

ductors Ll, L2. Whenlthe tap illa. is in its lowest position as viewed in Fig. 5, the-coil 45 receives its minimum 'energization' from the conductors II and L2. By adjusting the tap 8|a to intermediate positions on the resistorBI, the relative energizations of the coils i5 and 5| may beadjusted as desired for the purpose of adjusting the resultant force actingon the armature 39. It will be recalled that this resultant force maybe employed for opposing precession of the gyroscopic loosely on the shaft 50. and biasing the flywheel by means of springs towards a predetermined position with respect to the shaft la. When the acceleration of the motor I is changed, the resultant movement of the flywheel with respect to the shaft to maybe employed for closing a pair of contacts to modif the energizations of the coils 45 and 5| For slow-speed motors such as those employed ingearless elevator systems, the flywheel mas require undesirably great mass for effective operationn For this reason a preferred construction for obtaining the desired response to accelerationcf the motor is illustrated in Fig. 5.

In Fig. 5 the winding 83 constitutes the secondary winding of a transformer which has a primary winding 83a. suitabl connected for energi-zation from the loop circuit connecting the generator B and the motor Conveniently, the primary winding may be in the secondary winding 83 which modifies the Depending energizations of the coils =35 and 5|. on'the polarity of the connections of the secondary winding 83 to the coils -35 and El, the output o1" the secondary winding may be employed either as a positive'feedback or a negative feedback for the purpose of modifying the force actin on the armature 39. In the preferred embodiment of the invention the output of the transformer sec-- :ondary. winding its-is employed as a negative feedback for the purpose of opposing the result ant force acting 'on-thearmature as a result of the-current supplied to-the coils and fromu the conductors Li and L2;

Althoughathe transformer may require a large When the tap Bla; is in its highest position the coil 5| receives a minimum energization from the associated con-- This primary winding is.

magnetic core to prevent saturation of the core for accelerations of the type encountered in elevator systems, it is completely stationary equipment. For this reason it is preferred to the previously-mentioned flywheel alternative.

For the purpose of discussing the operation of the system illustrated in Fig. 5, it will be assumed initially that the motor I is at rest. The generator 59 is started to energize the conductors LI, L2 and the tap 8Ia is adjusted to provide the desired motor speed. Although the tap Bla may be adjusted manually as desired, in practice the tap may be adjusted automatically in accordance with a desired pattern. An automatic control of the energization of the coils 45 and 5! will be discussed below in connection with Fig. 6. It will be understood further that the polyphase winding H is suitably energized from a polyphase sourc for the purpose of rotating the gyro wheel about its spin axis.

Since the gyroscopic unit is stationary with respect to its torque axis, no force of precession acts on the armature 35. Consequently, the resultant force produced by the energization of coils 45 and moves the cradle I9 about the precession axis to effect engagement between the movable contact 25 and one of the fixed contacts. It will be assumed that the movable contact under these conditions engages the fixed contact 21 to energize the auxiliary field winding 69. The auxiliary field winding excites the exciter generator B5 and this generator in turn excites its sustaining field winding 65 and the field winding Blf of the generator 6!. The voltage output of the generator GI is applied to the armature of the motor I and this motor consequently accelerates.

As the motor I accelerates two additional forces are applied to the cradle I 9 of the gyroscopic unit. One of these forces is the precession force which increases as the rate of rotation of the motor I increases. The second force is that supplied through the feedback transformer. As the motor I accelerates the counterelectromotive force thereof increases. During the period of acceleration a changing current flows through the primary winding 83a of the feedback transformer to induce a voltage in the secondary winding 83. The voltage output of the secondary winding 83 acts on the coils 45 and SI to produce a force on the cradle I9 which acts in the same direction as the precession force of the gyroscopic unit. The force produced by the secondary voltage decreases as the counterelectromotive force of the motor I approaches the voltage output of the generator 6|.

When the motor I reaches its desired rate of rotation the precession force acting on the cradle I9 becomes sufficient to move the movable contact 25 away from the fixed contact 21 against the bias produced by the armature 39. The sustaming field winding 65] may be proportioned to supply sufiicient excitation for a major portion of the load on the motor I.

Should the motor I accelerate to a rate of rotation higher than that desired, the force of precession becomes sufficient to move the movable contact 2-5 into engagement with the fixed contact 29. The ensuing energization of the winding 56a reduces the resultant excitation of the exciter generator 65. Since the voltage output of the generator BI now decreases, the motor I begins to slow down to the desired rate of rota tion. During this slowdown the feedback transformer induces a voltage in the secondary winding 83 which is properly polarized to stabilize the operation of the system.

From consideration of the foregoing operation of the system illustrated in Fig. 5, it follows that the movable contact 25 oscillates between the fixed contacts 2! and 29 to maintain a desired rate of rotation of the motor I. The sensitivity of the system may be decreased by maintaining the movable contact 25 in a constantly vibrating condition. This vibrating condition may be produced by a slight unbalance in the gyro wheel II. The unbalance is represented in Fig. 5 by the reference character Me which may designate a small Weight attached to the rim of the gyro wheel IT or a small hole drilled in the aforesaid rim. Because of the unbalance, the movable contact 25 vibrates at a substantial rate about the axis of precession of the gyroscopic unit. The maximum amplitude of vibration is less than the travel of the movable contact between the fixed contacts.

In approaching one of the fixed contacts the vibrating movable contact 25 first engages the fixed contact only at the peak positions of its vibration. Consequently, a minimum duration of contact between the movable and associated fixed contact is obtained. As the movable contact continues to approach the fixed contact the period of engagement during each cycle of the vibration increases until a maximum is reached wherein the movable contact is held constantly in engagement with the associated fixed contact.

In this way a proportional control of the speed of the motor I is obtained. The rate of rotation of the motor I may be maintained at a desired value with an error of less than 1% of the rated full rate of rotation of the motor under variations of load which are normally encountered. It has been possible to maintain substantially a linear relation between the resultant force acting about the precession axis of the gyroscopic unit and the current output thereof virtually down to zero rotation of the motor I. Furthermore, it is possible to obtain highly damped performance of the system with substantially no hunting of the motor I. When a change in the rate of rotation of the motor is desired the change is eifected smoothly with substantially no shock or undesirable disturbance to the load on the motor I. The system is particularly suitable for elevator installations for the reason that maximum comfort for the passengers is assured and the accurate control of the elevator speed during landing conditions assures efficient landing and minimum loss of time in stopping to discharge and pick up passengers.

The rapid response of the system is also desirable for installations wherein a load acts to move the motor I in an undesired direction. For example, in a leveling type of elevator system let it be assumed that an elevator car comes to rest at a position below the desired landing. When the elevator brake is released during the sequence of operation required to level the elevator car, the elevator car may drop before the elevator motor is energized sufiiciently to support the load therein. In order to avoid such drops, motion indicators and other auxiliary apparatus have been employed elevator systems. With the gyroscopic regulator here described, the response of the system may be made so rapid that motion indicators and other auxiliary apparatus required to counteract the efiects of time lag in prior art motor control systems may be eliminated.

Since the invention is particularly suitable-for an elevator system, such a systemis illustrated in Fig. 6. --In-:Fig.--6 the gyroscopic unit], the motor 1-, the generator- 6|, the exciter generator 65 and thefeedback transformer comprisingthe WindingsB-and-Ma of Fig-r 5 againare employed. -In--Fig.--6 the coilsof various relays and switches Bwunedi ection relay hB rde n d rec i n relay i funrdir q i nswi qh e w iiiii te flmlay fi illlill a y. 9WS 9W indu m The above reference characters are applied to the coils of-the switches and relays. The associated contacts are identified by the same reference characters followed by suitable identifying numbers.

" The elevator system of Fig. 6 is of the carswitch-operated type. A car switch Be is provided which has an up contact 8916, a down contact 89d and a stop contact 898. When the car switch 89 is operated by the elevator car operator to engage the up contact 8914, an energizing circuit is established for the up-directionrelay'UR Which may be traced from the conductor Ll through the car switch 89, the coil of the updirection relay UR and the door contacts l to the conductor L2. It will be understood-that the door contacts 9| are of conventional construction and that one is provided for each landing door served by the eievator car. Each contact is closed. only when its associated door is in closed position. a

When the coil of the up-direction relay UR, is energized, contacts URI, UB2 and URd are closed by such energization and contacts UB3 are fopened. Contacts-UB4 are closed to energize an 'up-direction switch U, and a car running relay M. This energizing circuit may be traced from t conductor Ll through the contacts can, the up-direction switch U, the back contacts DB4 of "a down-direction relay and the car running relay M to the conductor L2.

- The car running relay M when energized closes its contacts Ml, M2 and M3. The contacts MI in closing energizes the brake release coil of an elevator brake 93 to release the brake. The

brake 93 is spring-biased against a brake drum- 9311 which is mounted on the motor'shaft la. It Will be understoodthat the motor'shaft Ia, also carries a traction sheave 95 for operating an elevator car EC in a conventional manner.

Closure of the contacts M2 of the car running relay connects the armature of the exciter generator 65 in series with the field winding 65 and the field winding 6 If.

Qlosure of the contacts M3 prepares the slowdown inductor relay E and the auxiliary slowdown inductor .relay F for. energization. but. the

energizing circuit: is not..completed..at:.this .time

for thereason. that.the.contact.89s is. not engaged by the carlswitch 89.

Energization, of the -coil .of .the. up.-.direction switchU resultsin closure ofthecontactsUL to U5. The contacts UI and U2 connect the.coils and fil'f'of. the gyroscopic unit. inseries. with the. winding 83 and the resistors 9'! and .9111 across the conductorsiLl andLZ. Tnepolarity of energization.ofthecoilsllfi and-5!. as aresult cf the closure of. the contactspUl and U2 issuitable forv upedirec-tion travel. of. the. elevator car.

However, the operation of these. coils is somewhat different from thatdiscussed. with reference to Fig. 5.

I Referring teEigc .4 .itwill .be. observed that the coils-45a and 5m. alsooperateonthe. armature ---These coilsin thesystemof Fig.6 areconnected to exercise aconstantbiason the armature 39. -The coilsflfiaand. Slwareconnected in series. across the conductorsLl and L2. A. resistor 99. maybe connectedacross the.two.coils lta and 5m and may haveanvadjustabiecenter tap connected to the terminalcommon.to .the two coils. -,By manipulation of.-.the. adjustable tap the distribution. of. current between .thetwo coilsr lfia and-,5la maybevaried to. theudesired distribution.

The coils 65a and-:5la are. energized toapply a constant .bias. to the. armature 39 (Eig. 4) -When the coils..45 and. 5!. are .energizecLin series in one direction, the. polarities are. so.select ed that the magnetomotive forces of .the. coils 45 and lila act .in thsamedirection onthe armature-39, whereas the magnetomotiveforces ofthe coilsEL and 51a act infopposition'to each other on the arma'tureSfi. Underthese circumstances the armature 39 in Fig. 4 has a resultant: force moving it towards. the. left. .When the .polarity of the .energizations of the coilsi and 51in series is reversed the. magnetomotive forces of the coils -5i and 51a. become additiveandl the. magnetomotive forces or .theecoils 45. andAiid are .inopposition. Consequently, the. armature..39..in.-Fig.. 4 then has a resultant. force..applied. to .it...which moves the armature towards-the right. It follows that the polarity of theener'gizationsof the coils 45. and 51 in Fig.6.determines-.which.of thecontacts 21 ch29. is engaged. bythe movable. contact 25.

It will be assumed that whenthecontacts U I and-U2 close thelpolarityof .energizationof .the coils 45 and 5l is. such that .themoyablecontact l5 engages'the-fixed. contact 21. andv energizes to Fig. 1. However the components of the gyroscopic unit are displaced'fromthe shaft for convenience showing-the connections thereof.

The various components are connected Fig.3 by dotted lines.

Closure of the contacts URI of the up-direc- 'tion relay completes'a circuit for-the speed relay V. This circuit may-be tracedfromthe conductor Ll through fthe contacts-URI, normally closed contacts of a top-limit switch-4M, co'ntacts El of a slowdown inductor relay, the coil of the speed relay V and the door contacts 9| to the conductor L2. The top limit switch llll is of conventional construction. It is intended to be opened as the elevator car approaches its upper limiting position to deenergize the speed relay V.

When energized the speed relay V closes its contacts VI to shunt the resistor 91 and opens its contacts V3 to prevent energization of the auxiliary slowdown inductor relay F. Also contacts V2 close to establish with the contacts U3 of the up-direction switch a holding circuit around the contacts UBI The contacts UB2, in closing, establish an energizing circuit for the auxiliary speed relay Y which may be traced from the conductor LI through the contacts UB2, top limit switch I03, contacts Fl of the auxiliary slowdown inductor relay, the coil of the auxiliary speed relay Y and the door contacts to the conductor L2. The top limit switch I03 is similar to the switch IOI but is opened by the elevator car as it approaches its top limiting position to deenergize the auxiliary speed relay Y.

When energized, the auxiliary speed relay Y closes its contacts Yl to shunt the resistor 91a and closes its contacts Y3 to energize the coil of a leveling switch L and through a resistor BL the coil of a holding relay LT. The leveling switch will be discussed below. Also contacts Y2 close to establish with the contacts U4 of the up-direction switch a holding circuit around the contacts UB2.

Opening of the contacts UB3 prevents energization of the down-direction switch D. Closure of the contacts U5 establishes with contacts LTI of the holding relay a holding circuit around the contacts UB4.

Let it be assumed next that the car switch 89 is rotated to engage the down-direction contact 89d. Such rotation establishes an energizing circuit for the down-direction relay DB through the door contacts 9i. Energization of the coil of the down-direction relay DB closes contacts DRI, DB2 and DB3 and opens contacts DB4.

In closing, the contacts DB3 establish an energizing circuit which may be traced from the conductor Ll through the contacts DB3, the coil of the down-direction switch D, back contacts UB3 and the coil of the car running relay M to the conductor L2.

The car running relay M, when energized, perates in the manner heretofore described.

The coil of the down-direction switch D, when energized closes its contacts DI to D5. Closure of the contacts DI and D2 establishes an energizing circuit for the coils 45 and with proper polarity for down-direction travel of the elevator car.

The contacts DBI, in closing, establish an energizing circuit for the speed relay V. The operation of this energizing circuit and the operation of the speed relay V will be understood from the previous discussion or" the operation resulting from closure of the contacts URI. It will be noted, however, that the circuit completed by closure of the contacts DRI includes a bottom limit switch IOIa in place of the top limit switch lOI and inductor relay contacts E2 in place of the contacts El. The bottom limit switch lllla opens as the elevator car approaches its bottom limiting position. The contacts V2 now cooperate with the contacts D3 to establish a holding circuit around the contacts DRI.

Closure of the contacts DB2 completes an energizing circuit for the auxiliary speed relay Y. This energizing circuit and the operation of the auxiliary speed relay Y will be understood from the discussion of the eiiects of closure of the contacts UB2. It will be noted that the energizing circuit completed by the closure of the contacts DB2 includes a bottom limit switch lilila in place of the top limit switch I03 and inductor relay contacts F2 in place of the contacts Fl. The bottom limit switch opens as the elevator car approaches its bottom limiting position. The contacts Y2 now cooperate with the contacts D4 to establish a holding circuit around the contacts DB2.

Opening of the contacts DB4 prevents energization of the up-direction switch U. The contacts LTI of the holding relay now cooperate with the contacts D5 to establish a holding circuit around the contacts DB3.

The elevator system of Fig. 6 includes a leveling arrangement which may be similar to any conventional leveling system. For the purpose of illustration 9. simple leveling arrangement is illustrated in Fig. 6. This includes a cam-operated up-leveling switch UL and a down-leveling switch DL which are connected to by-pass, respectively, the contacts UB4 and DB3. The effect of 010- sure of the switches UL and DL will be understood from the discussion of the effects of closure of the contacts UB4 and DB3.

The switches UL and DL are operated by spaced cams I05 and Nita which are located at each of the landings served by the elevator car. The switches UL and DL are mounted on the elevator car. During full-speed travel of the elevator car they are retracted by energization Of the leveling coil L to a position wherein they cannot be operated by the cams Hi5 and 15a. When energized, the leveling coil L operates on a magnetic armature against a spring bias to retract the switches UL and DL to ineffective positions.

If the elevator car is accurately registered with a landing, the switches UL and DL occupy the positions illustrated in Fig. 6 and both of the switches are open. If the elevator car drops because of stretching of the cable or if it overtravels a landing at which it is to stop during down travel, the switch UL is actuated by its cam IBM to complete an energizing circuit for the up-direction switch U. Since the result of closure of the contacts UL is similar to that of closure of the contacts UB4, a further discussion thereof at this point is not required. As the elevator car moves to its required position at its landing, the switch UL rides on its associated cam lli5a and the switch reopens to bring the elevator car to a stop. In a similar manner the switch DL operates for overtravel or the elevator car with respect to a desired landing in an up-direction to energize the down-direction switch D for the purpose of restoring the elevator car to its desired registration with the associated landing.

The switches UL and DL need not engage their associated cams during travel of the elevator car. The retraction of the switches is efiected by energization of the leveling coil L in response to closure of the contacts Y3.

The coil L is maintained energized through the contacts LRI of a leveling relay until the car is adjacent the desired landing. The leveling relay LB is connected for energization through a resistor I09 across the terminals of the armature of the motor I. Consequently, the leveling relay ascents is-'eii'lei'giz'edsubstantially in accordance with-the counte'relectromotive force of the motor. This sans that the contacts LR! remain closed until the' armature ofthe motor I has slowed-and the elevator car is adjacent a landing at which it is to be stopped. Consequently, the switches UL and DL'are not projected into operative position with respect to the associated cams until the elevator car is adjacent a landing at which it is to 'be'stopped. As a specific example for a high speed elevator car in a gearless system (which may operate at a full speed above say 800 feet per'minute) therelay LR may dropout at a speed of the elevator car of the order of 60 to 100 feet per riiihute.

The relationship of the elevator car and the various components mounted in the hoistway is illustrated in Fig. 7. The inductor plates E? are located adjacent the path of travel of the inductorrelay'E which is moamted on the elevator car. These plates are positioned to actuate the inductorr'elay a'suitalole distance from a landing at which the elevator car is to stop for the purpose of initiating a slowdown of the elevator ear. Oneof the inductor plates is located adjacent "each landing for down travel of the elevator car and one'l late is positioned adjacent each land- 'irlgto care for up travel of the elevator car. The inductor plates for up travel and the inductor "biases for down travel-are located on 'opposite sides of the path of travel of the car-mounted inductor relay E for actuating respectively the contacts EI and Such arrangements of the plates and relay are well known.

A In -a similar manner up and down inductor *platesFP are mounted in the hoistway adjacent 'thep'ath of travel of the inductor relay P which is'al'so'mounted on the elevator car. These inhu'ctor plates are positioned to actuate-respectively the contacts FI and F2 and initiate a further slow down of the elevator car as it approaches a -landingat which it is to stop. Such inductor plates and inductor relays-are well known in the art.

-The operation of the system illustratedin Fig. 6 will be discussed first with reference to starting of the elevator car-in up direction from one "of the lower floors served by the elevator car. The'elevator attendant first closes the landing door in order to make certain that all ofthe door contacts 9! are closed. He then rotates the-car switch fie in a direction to engage the contact 8914. Such rotationof the car switch completes an en'ergizing circuit 'for the llD-dlIQCtlCn relay UR. The energized un -direction relay UR closes its contacts UR l to establish an energizing circuit for the up direction switch U and the car running relay M.

"The-up-direction switch U closes its contacts ETI'and U2 to connect the coils '15 and 5! for up *travel of the elevator car. These coils, when en- 'ergiz'ed, actuate the contacts and 21 into engag ement'for the purpose of connecting the'field winding 5% for energization.

The car'running relay closes its contacts Ml 'to release the elevator brake 93 and closes its-cont-acts'MZ to complete an energizing circuit for the -fie1d windings 551 and iii). The fieldwinding-Elf now is energized properdirection for up travel of the elevator car and the motor I be'egihs'toaccelerate. It will be understood that a substantial portion of the field excitation for thexcit'er generator 55 is supplied by the selfsus'tainin series field winding 65).

inasmuch as the'contacts URI and UB2 are closed to energize thespeed'relaysv and Y, the

resistors 91 and 91a are shunted and thecoil's 45 and 5| have maximum energiz'ati'on. Because of the maximum energi'zation of the coils 45 an'd 5|, maximum resultant force is applied to the cradle I9 (Fig. 1) of the g'yroscopicunit to 0ppose precession thereof and the elevator car rapidly accelerates to its maximum running speed.

As previously explained, the acceleration of the elevator car is efiected with extreme uniformity and rapidity with virtually'no overshoot or hunting.

Inasmuch as the contacts UR3 are now open, the down-direction switch D cannot be energized to affect the operation of the elevator system.

During the entire operation of the elevator system, the polyphase winding [1c is connected to a suitable source of polyphase energy to maintain continuous rotation of the gyro wheel I! ate. suitable uniform rate such as 1800 revolutions per minute.

The contacts V2 close to establish with the contacts U3 a holding circuit around the contacts URI through which the speed relay V is energized. Similarly, the contacts Y2 close to establish with the contacts U4 a-holding'circuit around the contactsURZ.

The contacts V3 open, but haveno immediate effect on the system operation.

It will be recalled that the ener'gi'zation of the auxiliary speed relay Y results in closure of the contacts Y3 to energize the leveling coil L and the holding relay LT. When energized, the'le'v'eling coil retracts the switches UL andDLfrom association with the cams I95 and I'05a. "As the counterelectromotive force of the motor Iincreases, the leveling relay LR is energized to close its contacts LRI which shunt the contacts Y3. The contacts LTI and U5 establish a"hblding circuit around the contacts UB4.

Let it be assumed that the car 'is to' be brought to a stop at a landing which it is approaching. The elevator attendant rotates the switch 89 into engagement with the stopcontact'89s. The lip-direction relay is deenergized by such move- "ment of the car switch but the'resultingopening of the contacts URI!'hasno immediate eifect or the operation of the elevator *syst'e'm for the reason that the contacts UB4 are by pass'ed-by the contacts LTI and U5.

Opening of the contacts URI and-UR2'has no immediate effect because these contacts have the inductor relay E has no immediate "eflect on the system. It will be recalled that energization of an inductor relay'is ineffective until the inductor relay is adjacent one ofits associated inductor plates.

When the inductor relay E reaches -the ne xt associated inductor plate EP, theinductor relay operates to open its contacts' El. Such opening deenergizes the speed relay-V *which -opens its contacts VI. The opening ofthe contacts-reinserts the resistors? in series with the coils--45 and 5| As a result the force opposing precession of the gyroscopic" unuuecreases and the rnovable:

Contact 25 moves towards engagement with the contact 29. The ensuing decrease in field excitation of the exciter generator 65 results in a decrease in the field excitation of the generator El and the motor I starts to decelerate. Such deceleration is accompanied by a voltage induced in the secondary winding 83 in the manner discussed with reference to Fig. 5. In Fig. 6 the primary winding 33a is shown connected across an adjustable portion of a voltage divider 85a which is connected across the terminals of the motor I. The motor l rapidly decelerates to a new speed determined by the reduced resultant bias opposing precession of the gyroscopic unit and accurately maintains the speed determined by such bias.

The deenergization of the speed relay V also results in closure of the back contacts V3 which connects the auxiliary inductor relay F across the conductors LI and L2 for energization therefrom. The energization of the coil of the inductor relay F does not result in immediate operation thereof. However, when the inductor relay reaches an associated inductor plate FP a predetermined distance in advance of the landing at which the elevator car is to stop the inductor relay operates to open its contacts Fl. This results in the deenergization of the auxiliary speed relay Y and the contacts Yl open to reinsert the resistor 91a in series with the coils 2 5 and 5|.

The additional resistance introduced by the resistor 91a results in a still further decrease in the energization of the coils 45 and 5!. The decrease in the force opposing precession of the gyroscopic unit forces the movable contact 25 towards the fixed contact 29 and the motor I decelerates to a still lower landing speed. The additional deceleration is efiected rapidly and the gyroscopic unit maintains the motor I accurately at the desired low landing speed.

The deenergization of the coil of the auxiliary speed relay Y also results in opening of the contacts Y3. However, such opening has no immediate effect on the coil L for the reason that the contacts LRl remain closed.

When the elevator car slows below a predetermined speed (such as 60 to 100 feet per minute for a high-speed elevator car) the leveling relay LR drops out to open its contacts LRl. The resulting deenergization of leveling coil L allows a spring bias to project the switches UL and DL into positions wherein they can be operated by the associated cams I65 and IBM. The cam l05a may have sufiicient length to engage the switch UL when the leveling coil L is deenergized. The switch UL thereupon closes to by-pass the circuit comprising the contacts LTI and U5.

The holding relay LT drops out with a slight delay represented by a delay resistor LTR. Because of the prior closing of the switch UL, the opening of the contacts LTI does not deenergize the down-direction switch U.

As the elevator car nears the desired landing, the switch UL rides off the cam a to deenergize the up-direction switch U and the car running relay M. The car running brake release M opens its contacts Ml to deenergize the relay coil and appl the elevator brake. The contacts M2 open to deenergize the field windings 65 and Eli. Field discharge resistors may be connected across the field windings Elf and 65f if desired but such resistors are not shown in Fig. 6. Since the elevator motor now is deenergized and the brake 93 is applied, the elevator car stops accurately at the desired landing. The various switches, relays and contacts now are in the condition illustrated in Fig. 6.

Should the elevator car overshoot the desired landing, the switch DL engages the associated cam I05 of the desired landing and closes its contacts to energize the down-direction switch D and the car running relay M. The deenergization of the down-direction switch and the car running relay M moves the car downwardly towards the desired position in the manner heretofore described. As soon as the switch DL leaves its associated cam, it reopens to deenergize the down-direction switch D and the car running relay M to bring the car to a stop. The leveling relay LR does not pick up during the leveling operation.

Should the elevator car drop slightly because of cable stretch, the switch UL will be reclosed by its cam 1511. Such closure energizes the up-direction switch U and the car running relay M to move the car upwardly in the manner heretofore described. In this way the car is maintained accurately at the desired landing.

If it is desired to return the elevator car to a lower landing, the elevator attendant operates the car switch 89 to engage the contact 8901. It is assumed that he also has closed the landing door. As a result of the energization of the downdirection relay DR, the contacts DB3 close to energize the down-direction switch D and the car running relay M.

Energization of the down-direction switch D results in closure of the contacts DI and D2. This connects the coils 45 and SI with proper polarity for operation of the elevator car in the down direction. The bias produced by these coils is such that the contact 25 moves into engagement with the fixed contact 29. The resulting energization of the field winding 69a is in proper direction for down travel of the elevator car. When the contacts Ml and M2 are closed, the brake 93 is released and the field winding Elf is energized to operate the elevator car in a down direction.

Closure of contacts DRl and DB2 energizes the speed relays V and Y. Consequently, the contacts VI and Yl are closed to shunt the resistors 91 and 91a. The car, therefore, accelerates to its maximum running speed in the down direction.

It will be understood that since the inductor relays are deenergized when the car comes to a stop by the opening of the contacts M3 oi the car running relay, and also by the movement of the car switch from the contact 89s, the contacts El and Fl are closed at the time the car starts away from a landing.

The speed relay V opens its contacts V3 to prevent subsequent energization of the inductor relay F. The auxiliary speed relay closes its contacts Y3 to energize the leveling coil L and the holding relay LT. The leveling coil moves the level switches UL and DL to positions wherein they do not engage the associated cams I05 and H151; during travel of the car.

As the motor I accelerates, the counterelectromotive force thereof increases and energizes the leveling relay LR to close the contacts LRl. These contacts establish a holdin circuit around the contacts Y3.

When the car is to be brought to a stop at the desired landing, the car switch 89 is rotated to engage the stop contact 89s. This deenergizes the the down-direction relay DR but the opening of the contacts DB3 has no immediate effect for the 17 reason that they are by-passed by the contacts LTI and D5. The contacts DRA close to prepare the switch U for subsequent energization. The contacts DRI open but are by-passed by the contacts V2 and D3. Similarly, the contacts DRZ are b'y-passed by the contacts Y2 and D4.

.The engagement of the stop contact 895 by the car switch 89 results in energization of the inductor relay E. The energization of the inductor relay E has no effect until the inductor relay reaches its next inductor plate EP. This occurs a predetermined distance from the floor at which the car is to stop and the inductor relay promptly opens its contacts E2 to deenergize the speed relay V. The speed relay V opens its contacts VI to insert the resistor 91 in series with the coils 45 and (5|. The decrease in energization of the coils results in movement of the movable contact toward the fixed contact 2? and the car decelerates to a lower speed. Also the contacts V3 close to energize the inductor relay F.

The inductor relay F does not operate until it reaches its next inductor plate FP. When this occurs, the inductor relay opens its contacts F2 to deenergize the auxiliary speed relay Y. The opening of the contacts 'Yl further decreases the energization of the coils 45 and 55 and the elevator car rapidly decelerates further to its landing speed. Also the contacts Y3 open but such opening has no immediate effect for the reason that the contacts LR] remain closed.

As the motor I decelerates, the counterelectromotive force developed thereby decreases and the leveling relay LR opens its contacts LE! to deenergize the leveling coil L. This permits projection of the leveling switches Ui and DI into position for engaging the associated cams Hi5 and 105a.

The down leveling switch DL engages its cam Hi5 and closes to establish a holding circuit for the down-direction switch. Thereafter (due to its time delay) the holding relay LT opens its contacts LTI. When the leveling switch DL passes the end of the cam I05, it opens to deenergize the down-direction switch and the car running relay M. The car running relay M opens its contacts Ml to permit reapplication of the bralze 93. The contacts M2 open to deenergize the field winding 6! Since the motor I now is deenergized and the brake 93 is applied, the elevator car stops accurately at the desired landing.

If for any reason the elevator car is not accurately registered with the desired landing, the leveling switches operate in the manner previously described to level the elevator car.

The opening of the contacts M3 deenergizes the inductor relays E and F and the various coils and contacts are restored to the positions illustrated in Fig. 6.

Although the invention has been described with reference to specific embodiments thereof, nu merousmodifications falling within the spirit and scope of the invention are possible.

I claim as my invention:

1. In an elevator system, an elevator car, means including a motor for moving the elevator car, and means controlling the speed of the elevator car, said means comprising a gyroscope having a gyrowheelmounted for rotation about spin, precession, and torque axes, means for rotating the gyrowheel about the spin axis, means for rotating the gyrowheel about the torque axis in accordance with the speed of the elevator car, and means responsive to precession of the gyroscope for regulating-theenergization of the motor.

2. A system as claimed in claim 1 wherein the last-named means comprises, pattern means for opposing precession of the gyroscope in accordance with a predetermined pattern.

3. A system as claimed in claim 1 in combination with means for applying a torque to the gyroscope about the precession axis which is responsive to the rate of change of the energlzation of the motor.

4. A system as claimed in claim 1 wherein the last nanied means includes means responsive to the position of the elevator car during its travel ior esta hing a predetermined pattern, and means r lsive to the pattern for regulating the energies-mien oi the motor.

5. A system as claimed in claim 1 in combination av! h. means for releveling the elevator car.

6. In an elevator system, a building structure having a plurality of floors to be served by an elevator car, an elevator oar, first means mountthe elevator car for movement between said floors, a motor for moving the elevator car between the floors, a gyroscope having a gyrowhecl, second means mounting the gyrowheel for rotation about spin, precession and torque axes, third means for rotating the gyrowheel about the spin fourth means for rotating the gyrowheel about the torque axis in accordance with the speed of the elevator car, fifth means for opposing precession oi the gyrowheel, sixth means responsive to precession of the gyrowheel for controlling the energization of the motor, and seventh means responsive to arrival of the elevator car at a predetermined distance from one of the floors at which the elevator car is to stop for varying the opposition to precession of the gyrowheel.

7. A system as claimed in claim 6 in combination with a brake for the elevator car, said seventh means being effective to control the gyroscope for decreasing the speed of the elevator car towards a landing value as it continues to approach said one of the floors, and eighth means effective to a predetermined distance from said one of the floors for applying the brake to bring the elevator car to a stop at the floor.

8. A system as claimed in claim 7 in combination with ninth means responsive to failure of an elevator car to register accurately with a floor at which the elevator car is brought to a stop for releveling the elevator car.

9. In an elevator system, an elevator car, means including a motor for moving the elevator car, and means controlling the speed of the elevator car, said means, comprising gyroscope having a gyrowheel mounted for rotation about spin, precession and torque axes, means for rotating the gyrowheel about the spin axis, means for retating the gyrowheel about the torque axis in accordance with the speed of the elevator car, means responsive to precession of the gyroscope for regulating the energization of the motor, and feedback means responsive to a change in speed of the elevator car for controlling the precession oi the gyroscope.

10. In an elevator system, an elevator car, means including a motor for moving the elevator car, and means controlling the speed of the elevator car, said means comprising a gyroscope having a gyrowheel mounted for rotation about spin, precession and torque axes, means for rotating the gyrowheel about the spin axis, means for rotating the gyrowheel about the torque axis in accordance with the speed of the elevator car, means responsive to precession of the gyroscope 19 for regulating the energization of the motor, adjustable means for adjustably opposing precession of the gyroscope, and feedback means for opposing precession of the gyroscope as a function of the energization of the motor.

11. In an elevator system, an elevator car, means including a motor for moving the elevator car, a direct-current generator having an armature connected in a loop circuit with the armature of said motor, and means controlling the 9 speed of the elevator car, said means comprising a gyroscope having gyrowheel mounted for rotation about spin, precession and torque axes, means for rotating the gyrowheel about the spin axis, means for rotating the gyrowheel about the torque axis in accordance with the speed of the elevator car, means responsive to precession of the gyroscope for regulating the output of the generator, adjustable means for adjustably opposing precession of the gyroscope, and feedback means responsive to the rate of change of the generator output for modifying the opposition to precession of the gyroscope.

12. A system as claimed in claim 11 characterized in that the feedback means comprises a transformer having a primary winding connected for energization from the loop circuit and having a secondary winding connected for modifying the opposition to precession of the gyroscope.

13. A system as claimed in claim 11 wherein the feedback means comprises a transformer having a primar winding connected for energization in accordance with the voltage output of the generator and having a secondary winding connected to oppose a change in the opposition to precession resulting from operation of the adjustable means.

14. A system as claimed in claim 11 in combination with means for adjusting the magnitude of the feedback derived from the transformer.

15. A system as claimed in claim 11 in combination with means responsive to failure of the elevator car to stop in registration with a desired position to relevel the elevator car to the desired position.

16. In an elevator system, an elevator car, a structure having a plurality of spaced landings to be served by the elevator car, means mounting the elevator car for movement through a predetermined path for serving the landings, a motor for moving the elevator car, a generator, said motor and said generator havin armatures connected in a loop circuit, whereby the motor is energized in accordance with the output of the generator, a source of field excitation for the generator, a gyroscope having a gyrowheel mounted for rotation about spin, torque and precession axes, means responsive to the direction of precession of the gyrowheel for increasing and decreasing the field excitation of the generator, means for rotating the gyrowheel about the spin axis, means for rotating the gyrowheel about the torque axis in accordance with the speed of the elevator car, and adjustable means for providing yieldable opposition to precession of the gyrowheel from a predetermined orientation.

17. A system as defined in claim 16 in combination with a, source of sustaining field excitation for the generator.

8. A system as defined in claim 16 in combination with negative feedback means responsive to acceleration of the motor for modifying the opposition to precession of the gyrowheel.

19. In an elevator system, an elevator car, a

structure having a plurality of spaced landings to be served by the elevator car, means mounting the elevator car for movement through a predetermined path for serving the landings, a directcurrent motor for moving the elevator car, a direct-current generator, said motor and said generator having armatures connected in a loop circuit, whereby the motor is energized in accordance with the output of the generator, a source of field excitation for the generator, a gyroscope having a gyrowheel mounted for rotation about spin, torque and precession axes, means for rotating the gyrowheel about the spin axis, means for rotating the gyrowheel about the torque axis in accordance with the speed of the elevator car, a pair of spaced contact members, said gyroscope having a movable contact element restrained for movement between the two con tact members in response to precession of the gyroscope, solenoid means for opposing precession of the gyroscope in either direction with a force adjustable in accordance with the energization of the solenoid means, a source of field excitation for the generator responsive to engagement or" the movable contact element with one of the contact members to increase the field excitation and responsive to engagement of the movable contact element with the other of the contact members for decreasing the field excitation, and control means for varying the energization of the solenoid means in accordance with the position of the elevator car relative to a floor at which the elevator car is to stop.

20. A system as claimed in claim 19 in combination with feedback means for energizing the solenoid means in accordance with acceleration of the motor.

21. A system as claimed in claim 19 in combination with negative feedback means comprisin a transformer having a primary Winding connected for energization in accordance with the voltage output of the generator, said transformer having a secondary winding connected to supply energy to the solenoid means.

22. A system as claimed in claim 21 in combination with a source of sustaining field excitation for the generator.

23. A system as claimed in claim 21 in combination with brake means for stopping the elevator car at a desired landing, and means responsive to failure of the elevator car to register with the desired floor for releveling the elevator car.

A system as claimed in claim 19 wherein the movable contact element is maintained in a state of vibration.

25. A system as claimed in claim 21 wherein the movable contact element is maintained in a state of vibration in combination with means for adjusting the energization of the primary winding.

26. In a motor control system, a direct-current motor, a gyroscope having a gyrowheel mounted for rotation about spin, torque and precession axes, means for rotating the gyrowheel about the spin axis, m ans for rotating the gyrowheel about the torque axis in accordance with rotation of the motor, means responsive to precession of the gyroscope for varying the energization of the motor, and feedback means responsive to a change in energization of the motor for controlling the precession of the gyroscope, said feedback means comprising a transformer having a primary winding connected for energization in accordance with the energization of said motor, said transformer having a secondary winding,

and means energized from the secondary winding for controlling precession of the gyroscope, whereby precession of the gyroscope is controlled in accordance with rate of change of encrgization of the motor.

27. In a motor control system, a direct-current motor, a direct-current generator, said motor and generator having armatures connected in a loop circuit, a gyroscope having a gyrowheel mounted for rotation about spin, torque and precession axes, means for rotating the gyrowheel about the spin axis, means for rotating the gyrowheel for rotation about the torque axis in accordance with rotation of the motor, said gyroscope having a movable element restrained for movement between two spaced positions in response to precession of the gyroscope, opposing means for opposlng precession of the gyroscope in either direction with an adjustable force, a source of field excitation for the generator responsive to movement of the movable element towards one of the positions for increasing the field excitation and responsive to movement of the movable element towards the other of the positions for decreasing the field excitation, and negative feedback means for varying the adjustable force, said feedback means comprising a transformer having primary and secondary windings, connections connecting the primary Winding for energization from said loop circuit, and means energized from the secondary winding for adjusting said adjustable force in accordance with the rate of change of the energization of the motor.

28. A system as claimed in claim 27 in combination with a source of sustaining field excitation for the generator.

29. A system as claimed in claim 2'7 in combination with means for constantly vibrating the movable element.

CLINTON R. HANNA.

No references cited. 

